Method and apparatus for automated gated facility entry authorization using a camera as part of the process

ABSTRACT

A fuel authorization system enables data to be exchanged between vehicles and a gated facility, to verify that the vehicle is authorized to enter the facility. The gated facility is equipped with a camera and a short-range radio (RF) component. Participating vehicles are equipped with fuel authorization component including a RF component that can establish a data link with the gated facility&#39;s RF unit. When the camera senses a vehicle in the fuel lane, an RF query is sent to the vehicle. Participating vehicles respond with an action perceivable by the camera. An RF data link is then established between the enrolled vehicle and the gated facility to verify that the vehicle is authorized to receive fuel. Once the verification is complete, the fuel dispenser is enabled.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.14/217,404 filed on Mar. 17, 2014, which itself is based on fourprovisional applications, Ser. No. 61/799,990, Ser. No. 61/800,726, Ser.No. 61/800,064 and Ser. No. 61/800,125, each filed on Mar. 15, 2013 andon Ser. No. 61/802,440, filed on Mar. 16, 2013, the benefit of thefiling dates of which are hereby claimed under 35 U.S.C. § 119(e).

BACKGROUND

The trucking industry has an ongoing problem with fuel theft. Truckingcompanies normally issue fuel cards to drivers. The drivers purchasefuel for company trucks at national refueling chains (i.e., truckstops).

A large problem is that owner operators also frequent such refuelingstations. Company drivers often make deals with owner operators to allowthe owner operators use of a company fuel card for a cash payment. Forexample, the owner operator will give the company driver $50 in cash topurchase $150 of fuel on the company fuel card, saving the owneroperator $100 in fuel costs. This type of fraud is very difficult forthe fleet operators to detect and prevent, because the amount ofdiverted fuel may be sufficiently small relative to the miles that thefleet vehicle is driven by the driver so as to be difficult to notice,even when fuel use patterns of the vehicle are analyzed.

It would therefore be desirable to provide a more secure method andapparatus for implementing fuel authorization in the trucking industrythat actually prevents owner operators from stealing fuel charged to afleet operator account.

SUMMARY

The concepts disclosed herein encompass a plurality of components thatcan be used in a fuel authorization program, in which vehicles enrolledin the fuel authorization program can automatically be approved toreceive fuel if their credentials are valid.

One aspect of the concepts disclosed herein is based on using a camerato detect motion next to a fuel pump (i.e., in a specific fuel lane).This embodiment is particularly well suited to be deployed in privatefuel terminals (PFT), where there generally are relatively few fuelpumps, and no canopy in which fuel authorization components can bedeployed. The camera and other required fuel authorization componentscan be deployed on a pole (such as used for street lights or trafficsignal lights at roadway intersections).

From the theft mitigation perspective, the PFT system incorporates avideo surveillance system to capture each fuel transaction at theprivate fueling terminal, and associate the captured visual images witha fuel purchase transaction. The image data minimally will includeimages of the vehicle being fueled, and potentially could include imagesof the driver. While video surveillance is not new, what is different isthat the image capture is triggered by the fuel authorizationtransaction, eliminating the need to search a large volume ofsurveillance footage to correlate image data to a particulartransaction.

In at least one embodiment, the PTF system employs an automated camera,an infrared receiver (IR), a radio (such as a 2.4 GHz radio), and amicrocontroller (the station fuel controller). A single pole will beinstalled to support the IR component and camera. Each enrolled vehiclewill include an IR transmitter, a radio, and a controller (the vehiclefuel controller) programmed to interact with the PFT system. In general,once the camera detects a vehicle, the station fuel controller willissue an RF query to the vehicle. The vehicle will respond to the RFquery by using the RF data link to convey fuel authorization credentialsto the station fuel controller. The IR data link is used tounambiguously identify which fuel pump the vehicle is next to, in thecase of there being multiple fuel pumps present. In some embodiments,the fuel authorization credentials are dynamically retrieved from anon-removable vehicle memory (such as can be accessed via the vehicledata bus or a vehicle ECU), such that simply moving fuel authorizationcomponents to a non-enrolled vehicle will not enable fuel authorizationto be achieved. The station fuel controller consults local records orestablishes a network connection with a fuel authorization database anddetermines if the fuel authorization credentials are valid. If so, thefuel pump is enabled. In some embodiments the fuel pump is automaticallydisabled if the camera detects the vehicle has moved away from the fuelpump. Some embodiments may allow a certain amount of movement to enablevehicles to be repositioned if necessary to allow the fuel dispenser toreach the vehicle's fuel tanks.

In at least one embodiment, the PTF system described above does notinclude the IR component, and an IR data link is not required. In suchan embodiment, no IR data link is required because there is only onefuel pump. In a related embodiment, the PTF system without an IR datalink is used to automatically control a gate that provides access torestricted area (which may or may not be a fuel terminal; noting in suchembodiments IR is not required for a single gate, as the function of theIR component is to unambiguously identify which one of a plurality offuel pumps or gates to activate).

In at least one embodiment, the PTF system described above does notinclude the IR component, and an IR data link is not required. In suchan embodiment, the camera and camera signal processor can unambiguouslydetermine from the image acquired by the camera which one of a pluralityof fuel pumps (or gates) to activate.

In at least one embodiment, the PTF system described above does notinclude the IR component, although the IR data link is required. In suchan embodiment, the camera and camera signal processor can detect andinterpret IR data conveyed from the vehicle. In some embodiments, the IRdata includes some or part of the fuel authorization credentials. Inother embodiments, where the camera has a relatively large field of viewthat covers multiple fuel islands, the IR signal from the vehicle isdetected by the camera, and used to determine to which fuel pump thevehicle is proximate.

Private fuel terminals are often unmanned and protected by locked gates.One aspect of the concepts disclosed herein is using a similarauthorization technique, not to dispense fuel (or in addition todispensing fuel), but to unlock the gate.

One aspect of the concepts disclosed herein is a fuel authorizationcomponent (a “puck”, in reference to the shape of an exemplarycommercial implementation) including an infrared red (IR) transmittercomponent and a radiofrequency component, such that the puck canestablish both an IR and RF data link with the fuel vendor. The puckincludes a controller that automatically implements one or more fuelauthorization related functions. In at least one exemplary embodiment,the puck controller implements the function of automatically energizingthe IR transmitter upon receiving an RF query from a fuel vendor. In atleast one embodiment, the puck controller implements the function ofenergizing a first visible light element when an IR data link isestablished between the IR emitter in the puck and an IR receiver at thefuel lane. In at least one embodiment, the puck controller implementsthe function of energizing a second visible light element when thetransmission of data (such as credentials, which in some embodiments isa VIN from the vehicle) over the IR data link is completed, and thevehicle can be slightly repositioned to accommodate fueling. In at leastone embodiment, the puck controller implements the function ofretrieving fuel authorization credentials from a local memory uponreceiving an RF query from a signal from a fuel vendor, and conveyingthose credentials over the IR data link. In at least one embodiment, thepuck controller implements the function of retrieving fuel authorizationcredentials from some memory component at the vehicle that is not partof the puck, via a hard wire data connection, upon receiving an RF queryfrom a signal from a fuel vendor, and conveying those credentials overthe IR data link. In at least one embodiment, the puck controllerimplements the function of using the RF component to determine if someother fuel authorization component with RF capability is present at thevehicle (such other fuel authorization components can be attached to arefrigerated trailer being pulled by a tractor unit). In at least oneembodiment, the puck controller implements the function of using the RFcomponent to communicate with the fuel vendor that the truck has leftthe fuel island when the IR data link is terminated (in such a fuelauthorization paradigm, fuel delivery is only enabled when the IR datalink is active).

In an exemplary, but not limiting embodiment, the puck is configured towake up when receiving an RF query from a participating fuel vendor. Thepuck will energize the IR transmitter while the vehicle approaches afuel island. When the vehicle is properly positioned, an IR data linkwith the fuel vendor will be established. In response, the puck willtransmit at least some credentials to the fuel vendor. A light on thepuck will illuminate when the IR data link is established. The IRcommunication with the vehicle lets the fuel vendor unambiguously knowwhich fuel pump the vehicle is at (because only that fuel pump willreceive the IR communication). In some embodiments, the puck uses the RFdata link to send additional credentials to fully authorize the fueltransaction. In some embodiments, a second light on the puck illuminateswhen all the data that needs to be sent over the IR data link for thefueling transaction has been sent, so the driver knows he can slightlyreposition the vehicle if necessary to make sure the hose from the fuelpump can reach the vehicles fuel tanks.

A related aspect of the concepts disclosed herein is fuel authorizationcomponent to be installed in a vehicle participating in a fuelauthorization program, where the fuel authorization program is based onexchanging data between the vehicle and a fuel vendor via infrared (IR).The fuel authorization component (a related puck) includes a housinghaving a front surface and a rear surface, where the front and rearsurfaces are substantially parallel and spaced apart. The related puckincludes a light emitting element, that when activated emits visiblelight outwardly and away from the front surface, and an IR component fortransmitting data over an IR data link, the IR component, whenactivated, emitting IR radiation outwardly and away from the rearsurface. The related puck further includes a controller thatautomatically implements the function of transmitting at least some datarequired to authorize a fuel transaction once the IR data link with thefuel vendor is established.

The functions noted above are preferably implemented by at least oneprocessor (such as a computing device implementing machine instructionsto implement the specific functions noted above) or a custom circuit(such as an application specific integrated circuit).

This Summary has been provided to introduce a few concepts in asimplified form that are further described in detail below in theDescription. However, this Summary is not intended to identify key oressential features of the claimed subject matter, nor is it intended tobe used as an aid in determining the scope of the claimed subjectmatter.

DRAWINGS

Various aspects and attendant advantages of one or more exemplaryembodiments and modifications thereto will become more readilyappreciated as the same becomes better understood by reference to thefollowing detailed description, when taken in conjunction with theaccompanying drawings, wherein:

FIG. 1A is a logic diagram showing exemplary method steps implemented ina second exemplary embodiment for implementing a fuel authorizationmethod in which an IR data link is required;

FIG. 1B is a logic diagram showing exemplary method steps implemented ina second exemplary embodiment for implementing a fuel authorizationmethod in which an IR data link is not required;

FIG. 1C is a plan view of an exemplary fuel island in which a polemounted camera has a field of view that includes two different fuellanes;

FIG. 1D is a plan view of an exemplary fuel island in which a polemounted camera has a field of view that includes two different fuellanes, and includes a boom enabling dedicated IR receivers to bepositioned over each fuel lane, for embodiments in which the cameraitself is not used as the IR receiver;

FIG. 2 schematically illustrates vehicle components and fuel islandcomponents used to implement the method steps of FIG. 1A;

FIG. 3 is an exemplary functional block diagram showing the basicfunctional components used to implement the method steps of FIGS. 1A and1B;

FIG. 4 is an exemplary functional block diagram showing some of thebasic functional components used to collect fuel use data from avehicle;

FIG. 5 is a functional block diagram of an exemplary computing devicethat can be employed to implement some of the method steps disclosedherein;

FIG. 6 is a functional block diagram of an exemplary telematics deviceadded to an enrolled vehicle in one or more of the concepts disclosedherein;

FIG. 7 is a front elevation of an exemplary device (referred to hereinas a truck board device and/or puck) implementing the RF and IRcomponents that can be used in a vehicle enrolled in a fuelauthorization program generally corresponding to the method of FIG. 1A,enabling alignment lights to be seen;

FIG. 8 is a rear elevation of the truck board device of FIG. 7, enablingan IR transmitter to be seen;

FIG. 9 is a side elevation of the truck board device of FIG. 7, enablinga hard wire data link port to be seen;

FIG. 10 is a functional block diagram showing some of the basicfunctional components used in the truck board device of FIG. 7;

FIG. 11 includes a plurality of plan views of a commercialimplementation of the truck board device of FIG. 7;

FIG. 12 is a front elevation of an exemplary device (referred to hereinas a reefer tag) that can be used in connection with the truck boarddevice of FIG. 7 to either authorize fuel delivery to a refrigeratedtrailer pulled by a vehicle enrolled in a fuel authorization programgenerally corresponding to the method of FIG. 1, or to facilitateautomated collected of fuel use data from a refrigerated trailer;

FIG. 13 is a functional block diagram showing some of the basicfunctional components used in the reefer tag of FIG. 12;

FIG. 14 is a rear elevation of an exemplary device (referred to hereinas a J-bus cable or smart cable) that can be used to acquire vehicledata from a vehicle data bus, or selectively activate a vehicle systemthat can be observed by a camera in a fuel lane to unambiguouslyidentify which pump to enable in an authorized fuel transaction, whichin at least some embodiments is employed in a fuel authorizationprogram;

FIG. 15 is a functional block diagram showing some of the basicfunctional components used in the J-bus cable/smart cable of FIG. 14;

FIG. 16 is a functional block diagram of an exemplary telematicsoriented tablet for in vehicle use that may be employed in accord withsome aspect of the concepts disclosed herein;

FIG. 17 is a functional block diagram of an exemplary telematicsoriented tablet for in vehicle use implementing a navigation app that ispresented to the driver during vehicle operation, such that an info paneis not consumed by the map portion, and any fuel authorizationinstructions from a fuel vendor to a driver can be visually presented tothe driver on the info pane during a fuel authorization transaction; and

FIG. 18 schematically illustrates an accessory display that can be usedalong with a processor in the vehicle to display any fuel authorizationinstructions from a fuel vendor during a fuel authorization transaction.

DESCRIPTION

Figures and Disclosed Embodiments are not Limiting

Exemplary embodiments are illustrated in referenced Figures of thedrawings. It is intended that the embodiments and Figures disclosedherein are to be considered illustrative rather than restrictive. Nolimitation on the scope of the technology and of the claims that followis to be imputed to the examples shown in the drawings and discussedherein. Further, it should be understood that any feature of oneembodiment disclosed herein can be combined with one or more features ofany other embodiment that is disclosed, unless otherwise indicated.

As used herein and in the claims that follow, the term camera should beunderstood to encompass hardware that can capture video and/or stillimages.

A fuel authorization system utilizing both IR and RF data links wasoriginally disclosed in commonly owned patent titled METHOD ANDAPPARATUS FOR FUEL ISLAND AUTHORIZATION FOR THE TRUCKING INDUSTRY, Ser.No. 12/906,615, the disclosure and drawings of which are herebyspecifically incorporated by reference.

Exemplary Fuel Authorization System Utilizing Cameras and RF Data Links

Various aspects of the concepts disclosed herein related to a fuelauthorization system utilizing a camera and an RF data links, to ensurethat fuel is authorized only at a fuel pump the enrolled vehicle isimmediately adjacent to (i.e., to reduce the chance that fuel will bedelivered to a non-enrolled vehicle at an adjacent fuel pump). In someembodiments an IR data link is further employed to unambiguouslyidentify which one of a plurality of fuel pumps should be enabled. Ahigh level overview of such a system is provided below.

The concepts disclosed herein are directed to a method to enable anoperator of vehicle refueling stations to automatically authorize therefueling of a specific vehicle, such that once the authorization isprovided, the fuel being dispensed cannot easily be diverted to adifferent vehicle. In an exemplary embodiment, a camera detects avehicle moving toward a fuel pump. A station fuel controller energizesan RF transmitter and sends an RF query to the vehicle. In embodimentswhere the camera itself is capable of unambiguously identifying whichone of a plurality of fuel pumps should be enabled, no IR data link isrequired. In embodiments where either the camera alone is not able tounambiguously identify which one of a plurality of fuel pumps should beenabled, or a vendor wants an additional level of assurance that thewrong fuel pump will not be energized, an IR data link can be used tounambiguously identify which one of a plurality of fuel pumps should beenabled (in such embodiments, an IR receiver is mounted at a locationwhere an IR signal will be received only from a vehicle in a particularfuel lane, or the camera can detect the IR signal from the vehicle anduse that signal to determine which fuel pump to activate if fuelauthorization is approved).

In an exemplary embodiment, when a camera detects that a vehicle hasentered the refuel lane, a radiofrequency (RF) transmitter proximate thefuel island pings (i.e., transmits a query to) the vehicle indicatingthat the camera detected the vehicle entering the fuel island. If thevehicle is enrolled in the fuel authorization program, the vehicle willhave an RF receiver and transmitter that can communicate with the RFreceiver/transmitter associated with the fuel island. It is recognizedthat an RF transmission, even if at relatively low power and shortrange, is likely to carry over a wider range than simply the distancebetween a vehicle in a refuel lane and a fuel dispenser serving thatfuel lane. Accordingly, either an additional wireless data link isestablished using infrared (IR) transmitters and receivers, which aremore directional than RF communication (and when low power lightemitting diodes are used as an IR source, the IR transmission can have ashort range), or the image from the camera itself is used to determinewhich fuel pump to activate. In embodiments relying on IR data link tounambiguously identify which one of a plurality of fuel pumps should beenabled, the enrolled vehicle, in response to an RF query from the fuelisland, will respond by directing an IR-based communication toward thefuel island. The IR receiver associated with each refuel lane ispositioned such that the IR receiver will only be able to receive an IRsignal from an IR transmitter actually positioned in that specificrefuel lane, verifying that the enrolled vehicle responding to the fuelisland's RF query is really the vehicle in the refuel lane for which theRF query originated. Once the location of the enrolled vehicle isconfirmed, RF communication between the fuel island (or the fuel vendoroperating the fuel island, in embodiments where the RF component is notlocated on the fuel island) is enabled, and the enrolled vehicleprovides identification data to the fuel island. The vehicle'sidentification data are unique to that specific vehicle.

In other exemplary embodiments, the IR data link is not required,because the image from the camera itself can unambiguously identifywhich one of a plurality of fuel pumps should be enabled, and the RFdata link between the fuel vendor and the enrolled vehicle is initiatedafter the camera detects movement near the fuel island.

The camera/RF data link authorization paradigm disclosed herein can beused to enable gates, as well as fuel pumps, to be automaticallyactivated, thus an enrolled vehicle can use the fuel authorizationcomponents to enter gated refueling stations, further enhancingsecurity.

FIG. 1A is a logic diagram showing exemplary method steps implemented ina second exemplary embodiment for implementing a fuel authorizationmethod in accord with the concepts disclosed herein. In a block 10, avehicle is detected moving into an empty fuel lane using a video camera.In some embodiments, only one fuel pump is present (some private fuelterminals don't have multiple fuel pumps), so there is no need tounambiguously identify which one of a plurality of fuel pumps should beenabled, and no IR data link is needed. However, some users will want toprevent the possibility that an enrolled vehicle and non-enrolledvehicle will be present at the same time, such that the enrolled vehicleuses the RF data link to authorize fuel to the non-enrolled vehicle. Thecamera would likely be able to sense both vehicles, but will not be ableto determine from which vehicle the RF data link is established. Theaddition of the IR data link will prevent that from happening.

In a block 12, an RF query is generated to interrogate the detectedvehicle. In a decision block 13, it is determined whether the detectedvehicle has properly responded to the RF query by transmitting an IRresponse to an IR receiver disposed proximate the fuel dispenser (insome embodiments the camera is able to detect an IR signal and aseparate IR receiver will not be required). In at least someembodiments, components are added to enrolled vehicles to help driversdetermine if a vehicle is properly positioned to enable the IRtransmission required for fuel delivery authorization. Referring onceagain to decision block 13, if no IR response has been received, thevehicle is either not enrolled or is improperly positioned, and fuelingwill not be enabled unless some other form of payment is made, asindicated in a block 15. If an appropriate IR response is received indecision block 13, then in a block 16, an RF data link between the fuelvendor and the detected vehicle is established, to facilitate furtherverification, as well as to enable the vehicle to convey operational andany additional data as desired. In a block 18, the vehicle uses the RFdata link to convey verification data to the fuel vendor, along with anyadditional data desired. In a block 20, the fuel vendor verifies thatthe vehicle is authorized to participate in the fuel authorizationprogram. Once the authorization is approved, the fuel dispenser to whichthe vehicle is adjacent is enabled in a block 22, and the enrolledvehicle can be refueled.

After the fuel dispenser has been enabled, the camera signal ismonitored to determine if the enrolled vehicle has moved out of the fuellane, as indicated in decision a block 24. If no motion (or no more thana predefined amount of motion consistent with adjusting the vehicle'sposition relative to the fuel dispenser to enable the fuel dispenser tobetter reach the authorized vehicle's fuel tanks) is detected, then thelogic loops back to block 22, and the fuel dispenser remains enabled. Ifexcessive motion (more than the predefined amount of motion consistentwith adjusting the vehicle's position relative to the fuel dispenser toenable the fuel dispenser nozzle to more efficiently reach theauthorized vehicle's fuel tanks) is detected, then in a block 26, thefuel dispenser is disabled. The process is repeated when another vehicleis detected entering the fuel lane. Note that the camera will allow arelatively large amount of movement before determining that the fuelpump needs to be disabled. In some embodiments, the system can beconfigured to keep the fuel pump enabled unless the camera detectsanother vehicle moving close to the fuel pump, which may indicate thatsomeone is attempting to divert fuel from an authorized vehicle to anauthorized vehicle.

Significantly, the method of FIG. 1A requires that the response from thevehicle to the RF query is an IR-based response. In contrast to using anRF data link to respond to the initial RF query, the use of an IR datalink (which is directional in addition to short range) provides anadditional level of assurance to the participants of the fuelauthorization program that there will be no confusion as to which fueldispenser is to be enabled for a specific participating vehicle (since aplurality of enrolled vehicles may be refueling at the same fuelingvendor location at about the same time). It is believed that thisadditional assurance will lead to such an embodiment having greaterpotential acceptance in the market, by easing potential user fears thatfuel authorizations will be misapplied.

Note that when an IR receiver at a particular fuel dispenser receives anIR transmission from an enrolled vehicle, the fuel vendor unambiguouslyknows which fuel dispenser should be enabled (if additional verificationchecks are successful). The IR transmission does not need to include anydata at all, as receipt of the IR signal itself identifies the fueldispenser that should be subsequently enabled. However, in manyembodiments, some actual data will be conveyed over the IR data link. Inat least some embodiments, the IR response from the vehicle willuniquely identify a specific vehicle. In an exemplary, but not limitingembodiment, the IR transmission includes the vehicle's VIN, sent in anunencrypted form. In other embodiments, the IR transmission includes arandom string and a time variable. In this embodiment, to increase thespeed of data transfer (recognizing that IR data transfer is notparticularly fast), the initial RF query from the pump includes a randomalphanumeric string of less than 17 digits (VINs generally being 17digits, so the random string will be shorter, resulting in faster IRdata transfer as compared to embodiments in which the IR response fromthe vehicle was based on transmitting the vehicle's VIN over the IR datalink in response to the RF query from the fuel vendor). The vehicle willthen reply to the fuel vendor's RF query by transmitting the less than17 character random string via IR. The fuel island will only accept anIR return of the random string for a limited period of time (to preventanother party from eavesdropping and obtaining the random string, andattempting to use the random string themselves). The period of time canvary, with shorter time periods making it more difficult for anotherparty to use the random string. In an exemplary but not limitingembodiment, the time period is less than five minutes, and in at leastone embodiment is less than about 90 seconds, which should be sufficientfor an enrolled vehicle to properly position itself relative to the IRreceiver. In at least some embodiments, the IR data will include atleast one data component that is obtained from a memory in the vehiclethat is not readily removable, such that simply removing the IRtransmitter from an enrolled vehicle and moving the IR transmitter to anon-authorized vehicle will not enable the non-authorized vehicle toreceive fuel.

It should be noted that FIG. 1A applies to embodiments in which a fuellane is equipped with an IR receiver and a camera, and embodiments wherethe camera itself is used as the IR receiver.

Certain of the method steps described above can be implementedautomatically. It should therefore be understood that the conceptsdisclosed herein can also be implemented by a controller, and by anautomated system for implementing the steps of the method discussedabove. In such a system, the basic elements include an enrolled vehiclehaving components required to facilitate the authorization process, anda fuel vendor whose fuel lanes/fuel dispensers include components thatare required to facilitate the authorization process as discussed above.It should be recognized that these basic elements can be combined inmany different configurations to achieve the exemplary conceptsdiscussed above. Thus, the details provided herein are intended to beexemplary, and not limiting on the scope of the concepts disclosedherein.

FIG. 1B is a logic diagram showing exemplary method steps implemented ina second exemplary embodiment for implementing a fuel authorizationmethod in accord with the concepts disclosed herein, in which no IRtransmission is required for the fuel authorization. In such anembodiment, there is some risk that an enrolled vehicle can use its RFdata link to send fuel authorization credentials for a non-enrolledvehicle at the fuel pump (because the RF data link, even when usingshort range radio, can be implemented when the enrolled vehicle is at alocation other than immediately next to the fuel tank. That risk can beminimized if the system is programmed not to allow fuel authorization ifthe camera detects more than one vehicle being present (not an undueburden for private fuel terminals, which receive much less traffic thancommercial fuel stations), or if an optional additional step indicatedin block 13 a is implemented.

In a block 10 a, a vehicle is detected moving into an empty fuel laneusing a video camera. In some embodiments, only one fuel pump is present(some private fuel terminals don't have multiple fuel pumps), so thereis no need to unambiguously identify which one of a plurality of fuelpumps should be enabled, and no IR data link is needed. However, someusers will want to prevent the possibility of an enrolled vehicle andnon-enrolled vehicle being present at the same time, such that theenrolled vehicle uses the RF data link to authorize fuel to thenon-enrolled vehicle. The camera would likely be able to sense bothvehicles, but will not be able to determine from which vehicle the RFdata link is established. As noted above, that risk can be minimized ifthe system is programmed not to allow fuel authorization if the cameradetects more than one vehicle being present (not an undue burden forprivate fuel terminals, which receive much less traffic than commercialfuel stations), or if an optional additional step indicated in block 13a is implemented.

In a block 12 a, a fuel station processor logically coupled to thecamera automatically generates an RF query to interrogate the detectedvehicle. In an optional block 13 a, that query requires some responsefrom the vehicle that can be detected by the camera. In at least oneembodiment, a vehicle fuel authorization controller at the vehicle islogically coupled to a vehicle data bus and/or a vehicle controller, sothat in response to the RF query from the station fuel authorizationcontroller, the vehicle fuel authorization controller can automaticallyactivate a vehicle system that can be seen by the camera. Exemplary suchvehicle systems include but are not limited to turn signals, emergencyflashers, headlights, running lights, and/or accessory equipment such aslifts, doors, booms, buckets, plows, etc. That light or equipmentactivation can be used to unambiguously identify the vehicle with whichthe RF data link has been established (which may be required if morethan one fuel lane or more than one vehicle is present). In at least oneembodiment, a vehicle fuel authorization controller at the vehicle islogically coupled to an aftermarket light element (i.e., the vehiclefuel authorization controller need not be coupled to the vehicle databus, which is a more complicated installation procedure, but one that isrequired in embodiments where the fuel authorization credentials aredynamically retrieved from the vehicle data bus), so that in response tothe RF query from the station fuel authorization controller, the vehiclefuel authorization controller can automatically activate the aftermarketlight element so that it can be seen by the camera. The aftermarketlight element can be incorporated a fuel authorization component addedto the vehicle (which may also include the RF data link and the vehiclefuel authorization controller), or may be a discrete component. In stillanother embodiment, the enrolled vehicle will include either a mobiletablet or an accessory display logically coupled to the vehicle fuelauthorization controller, which is programmed to use the display toprompt a driver of the vehicle to take some action that can be detectedby the camera in response to the RF query from the station fuelauthorization controller. Such actions include, but are not limited toactivating a vehicle system, including but are not limited to turnsignals, emergency flashers, headlights, running lights, and/oraccessory equipment such as lifts, doors, booms, buckets, plows, etc.The driver can also be promoted to perform some other action that can bedetected by the camera, such as exiting the vehicle and standing in aparticular location for a defined period of time (such as a front of thevehicle), where such motion is unusual in a normal refueling operation.Other such actions that can be detected by the camera include openingand closing the driver door without exiting the vehicle, moving thevehicle forward then backward, or moving the vehicle in a predefinedpattern. In some embodiments, a plurality of actions are defined, andthen randomly chosen, so people wanting to spoof the system can'tpredict the action. The actions can be output to the driver not onlyusing a display, but audibly as well, using a speaker in the vehicle.

Referring now to a block 14 a, the enrolled vehicle responds to the RFquery from the fuel vendor by establishing an RF data link with the fuelvendor and sending fuel authorization credentials from the vehicle overthe RF data link. In some embodiments operational and additional dataconveyed as well. In at least one embodiment, the fuel authorizationcredentials include data (such as a VIN) that is dynamically retrievedfrom a vehicle data bus (to make the system harder to spoof by removingfuel authorization components from enrolled vehicles and placing them innon-enrolled vehicles). In a block 16 a, the fuel vendor verifies thatthe vehicle is authorized to participate in the fuel authorizationprogram. Once the authorization is approved, the approval is sent to apump controller in a block 18 a, and then the fuel dispenser to whichthe vehicle is adjacent is enabled in a block 20 a. It should be notedthat in some embodiments a station fuel authorization controller thatprocesses the camera data, generates the RF query, and determines if thevehicle is authorized is the same controller as the pump controller ofblock 18 a. In other embodiments, those functions are distributed acrossmultiple controllers, some of which may be remote from the fuelterminal.

After the fuel dispenser has been enabled, the camera signal can bemonitored to determine if the enrolled vehicle has moved out of the fuellane, generally as indicated in block 24 of FIG. 1A. If no motion (or nomore than a predefined amount of motion consistent with adjusting thevehicle's position relative to the fuel dispenser to enable the fueldispenser to better reach the authorized vehicle's fuel tanks) isdetected, then the fuel dispenser remains enabled. If excessive motion(more than the predefined amount of motion consistent with adjusting thevehicle's position relative to the fuel dispenser to enable the fueldispenser nozzle to more efficiently reach the authorized vehicle's fueltanks) is detected, then the fuel dispenser is disabled. The process isrepeated when another vehicle is detected entering the fuel lane. Notethat the camera will allow a relatively large amount of movement beforedetermining that the fuel pump needs to be disabled. In someembodiments, the system can be configured to keep the fuel pump enabledunless the camera detects another vehicle moving close to the fuel pump,which may indicate that someone is attempting to divert fuel from anauthorized vehicle to an authorized vehicle.

Significantly, the method of FIG. 1B does not requires that the responsefrom the vehicle to the RF query be an IR-based response. Where optionalblock 13 a is not implemented, only the RF response is required.Optional block 13 a discloses techniques other than the IR data link tounambiguously define which one of a plurality of different pumps needsto be activated (generally only an issue if the camera can see twovehicles).

FIG. 1C is a plan view of a fuel terminal including two fuel pumps witha pole mounted camera implementing the concepts disclosed herein. A fuelpump 33 and a fuel pump 35 are positioned on a fuel island 31. Fuel pump33 is designed to dispense fuel to a vehicle generally positioned in alocation 39, and fuel pump 35 is designed to dispense fuel to a vehiclegenerally positioned in a location 41. A camera 37 is mounted to a pole45, and has a field of view 43 that covers location 41 and location 39.The relative position of pole 45 is exemplary, and many other locationsare possibly so long as the camera is positioned so that locations 39and 41 are in the cameras field of view.

In some embodiments, the RF component used by the station fuelauthorization controller is also mounted to pole 45. In someembodiments, camera 37 and the RF component share a common housing. Insome embodiments, the station fuel authorization controller itself ismounted to pole 45. In some embodiments, camera 37, the RF component andthe station fuel authorization controller share a common housing.

In some embodiments, the camera can communicate to the station fuelauthorization controller whether a vehicle is present in location 39 orlocation 41. In such embodiments, if 2 vehicles are present (one atlocation 39 and one at location 41), and the camera can also receive anIR transmission from the vehicle, then that information unambiguouslyidentifies whether the vehicle at location 39 or the vehicle at location41 has established the RF data link with the fuel vendor (assuming bothvehicles are not enrolled. Even if both vehicles are enrolled, therelative timing of the establishment of the data links will in mostcases enable a conclusive determination to be made as to which is theproper fuel pump to enable. It should be recognized that if the camerais intended to respond to an IR transmission from the vehicle, that caremust be taken in defining where the IR transmitter needs to be placed onthe vehicle, and where the camera needs to be positioned, so that an IRdata link can be established when a vehicle is at location 39 orlocation 41.

In some embodiments, where a vehicle is present in location 39 andanother vehicle is at location 41, the camera signal is monitored todetect one of the actions discussed above in connection with block 13 aof FIG. 1B, to unambiguously identifies whether the vehicle at location39 or the vehicle at location 41 has established the RF data link withthe fuel vendor (i.e., the data link over which the instructions fromthe fuel vendor to implement the specific action camera monitors for).

In at least some embodiments, the camera is used to take a picture ofeach vehicle involved in an authorized fuel transaction. In someembodiments, the camera is controlled such that a picture of thevehicles license plate is captured, even if that means taking a picturewhen the vehicle leaves. The picture will be stored along with otherinformation about the fuel transaction. Later analysis of such imagescan be used to detect fraud. In at least some embodiments, the camera isused to take a picture of each vehicle that attempts to request anauthorized fuel transaction, which is denied. Later analysis of suchimages can be used to detect fraud.

FIG. 1D is a plan view of a fuel terminal including two fuel pumps witha pole mounted camera that has been modified to include a boom 47 usedto position an IR receiver over locations 39 and 41, so that the IRreceiver is properly positioned near a front of a vehicle, to capture anIR transmission emitted outwardly and upwardly from the enrolledvehicle. The specific configuration of boom 47 is exemplary, and otherconfigurations can be used to ensure that when an enrolled vehicle isaligned with a pump to receive fuel, the IR data link can beestablished.

FIG. 2 schematically illustrates vehicle components and fuel islandcomponents used to implement the method steps of FIG. 1A. Note that FIG.2 is a side view of pump 33 of FIG. 1D. The fuel island participating inthe fuel authorization program includes pole 45, camera 37, boom 47, andan IR receiver 49 positioned such that the IR receiver can capture an IRtransmission emitted upwardly and outwardly from an IR transmitter 51 inan enrolled vehicle 53, generally as indicated by arrows 55. Notspecifically shown are the RF component and the processor in either thevehicle or fuel station. As enrolled vehicle 53 enters the fuel lane,camera 37 detects the vehicle. The RF query is initiated as discussedabove, and an IR transmitter 51 on the vehicle conveys IR data to IRreceiver 49 (note that transmitter 51 and receiver 49 are generallyaligned when the cab of the vehicle is aligned with the fuel dispenser).As shown in FIG. 2, the IR receiver is located on boom 47 above thevehicle. It should be recognized that such a location is exemplary, andnot limiting. In a particularly preferred, but not limiting embodiment,each fuel authorization element disposed at the fuel island is containedin a common housing attached to pole 45 (in at least one exemplaryembodiment, this common housing contains the camera, the IR receiver,the RF component, and the fuel island processor). Note that inembodiments in which the IR receiver is over the fuel island, the IRtransmitter in the vehicle can direct the IR beam upwardly through thewindshield of the vehicle. This configuration minimizes IR signal noise,as ambient light (such as reflected sunlight) is less likely to bereceived by the IR receiver. With respect to facilitating an alignmentbetween the IR transmitter and the IR receiver, various techniques,including the lights disposed on a fuel authorization component in thevehicle, can be used to help the driver make sure the IR receiver and IRtransmitter are aligned. In one embodiment, paint stripes in the fuelisland can provide visual references to the driver, so the driver canensure that the IR receiver and IR transmitter are aligned. As notedabove, in at least one exemplary embodiment, the IR transmitter isplaced proximate the windshield of the vehicle so the IR beam can passthrough the windshield glass. If the fuel island includes a dedicated RFcomponent and processor, those elements can be placed in many differentalternative locations on the fuel island. As noted above, in at leastone exemplary embodiment, such elements are placed in a common housing,along with camera 37.

FIG. 3 is an exemplary functional block diagram showing the basicfunctional components used to implement the method steps of FIG. 1A(with the option IR component, or the method of FIG. 1B w/o IR)o. Shownin FIG. 3 are an enrolled vehicle 40 and a refueling facility 54.Vehicle 40 includes a vehicle controller 42 implementing functionsgenerally consistent with the vehicle functions discussed above inconnection with FIGS. 1A and 1B (noting that if desired, such functionscould be implemented using more than a single controller), an optionalIR data link component 44 (i.e., an IR emitter, for embodimentsrequiring IR), an RF data link component 46 (i.e., an RF transmitter andan RF receiver, implemented as a single component or a plurality ofseparate components), and a memory 48 in which vehicle ID data (and/orfuel authorization verification data) are stored (noting that in someexemplary embodiments, the memory in which such data are stored is notpart of a required fuel authorization component, such as a telematicsunit that is added to enrolled vehicles, such that removal of the addedcomponent alone is insufficient to enable the removed component to beused in a non-authorized vehicle to participate in the fuelauthorization program), each such component being logically coupled tocontroller 42. In an exemplary embodiment, the IR data link componentincludes two lights 47 and 49, whose functions are discussed below.Vehicle 40 may also include an optional output device 52 that can beused to provide feedback or instructions relevant to the fuelauthorization program to the vehicle operator (i.e., see block 13 a ofFIG. 1B), and fuel use data generating components 50 (i.e., componentsthat collect data that can be used to calculate an amount of fuel usedby the vehicle). Each optional component is logically coupled to thevehicle controller.

Refueling facility 54 includes a fuel depot controller 56 implementingfunctions generally consistent with fuel vendor functions discussedabove in connection with FIGS. 1A and 1B (noting that if desired, suchfunctions could be implemented using more than a single controller) andan RF data link component 58 (i.e., an RF transmitter and an RFreceiver, implemented as a single component or a plurality of separatecomponents) logically coupled to controller 56. Refueling facility 54will likely include a plurality of fuel lanes, including at least onefuel lane 59. Each fuel lane participating in the fuel authorizationprogram includes an IR data link component 60 (i.e., an IR receiver, forembodiments in which a discrete IR receiver is employed, noting that inat least some embodiments the camera element can be used to detect IR,and no separate IR component is required) disposed proximate to a fueldispenser 62, and a video camera 64, each of which is logically coupledto controller 56. Note in at least some embodiments, a single camera canserve multiple fuel lanes (see FIGS. 1C and 1D). Note that controller 56and RF component 58 of refueling facility 54 are intended to support aplurality of different fuel lanes participating in the fuelauthorization program. As discussed below, the concepts disclosed hereinalso encompass embodiments where each participating fuel lane includesits own RF component and processor component.

To recap the functions implemented by the various components in theenrolled vehicle and the refueling facility in the exemplary fuelauthorization method of FIG. 1A, as the enrolled vehicle enters a fuellane participating in the fuel authorization program, camera 64 detectsthe vehicle, and processor 56 uses RF component 58 to send an RF queryto the vehicle. The RF query is received by RF component 46 in anenrolled vehicle, and vehicle controller 42 responds by causing IRcomponent 44 to transmit an IR response to IR component 60. An RF datalink between the enrolled vehicle and the fuel vendor is thusestablished using RF components 46 and 58. ID data (such as a VIN)uniquely identifying the vehicle is acquired from memory 48 and conveyedto controller 56 using one or both of the IR and RF data links. In someembodiments, passwords or encryption keys are also stored in memory 48and are used to confirm that the vehicle is enrolled in the fuelauthorization program. Once the enrolled vehicle's status in the fuelauthorization program is confirmed, controller 56 enables operation offuel dispenser 62 (so long as sensor 64 indicates that the enrolledvehicle has not exited the fuel lane). It should be noted that ifcontroller 56 and RF component 58 are used to support a plurality ofdifferent fuel islands participating in the fuel authorization program,then RF component 58 will need to have sufficient range, power, andbandwidth to support simultaneous operations with a plurality of fuelislands.

The function of optional lights 47 and 49 will now be discussed. IR datafrom IR component 44 is highly directional, and successful IR datatransmission requires alignment between IR component 44 in the vehicleand IR component 60 in the fuel lane. A first light 47 is used toindicate to the driver of the vehicle that an IR data link has beenestablished. A second light 49 is used to indicate to the driver of thevehicle that the IR data transmission is complete, such that if thevehicle needs to be moved relative to the fuel dispenser to enable thefuel dispenser to reach the vehicle's fuel tanks, the movement can beimplemented without interrupting the IR data transmission. It should berecognized that other techniques (such as the use of a visual display,or audible prompts via output device 52) could similarly be used toconvey corresponding information to the vehicle operator. Note that inembodiments employing such indicator lights, the IR data link need notbe active during the refueling operation (i.e., the IR data link needonly be operational long enough to establish the RF data link betweenthe fuel vendor and the vehicle). In other embodiments, the IR data linkis operational during refueling, to ensure that the vehicle remain atthe fuel island during refueling, so no fuel can be diverted to anunauthorized vehicle.

As noted above, in at least some embodiments, controller 42 also usesthe RF data link between the vehicle and the refueling facility totransfer data other than that needed to verify that the enrolled vehicleis authorized to participate in the fuel authorization program. Thisadditional data can include without any implied limitation: fault codedata, vehicle performance and/or fuel efficiency and consumption_data,and driver data (such as driver ID and the driver's accumulated hoursfor compliance and payroll). A potentially useful type of additionaldata will be fuel use data collected by components 50. FIG. 4 is afunctional block diagram showing some exemplary components used tocollect fuel use data, including a fuel tank level sensor 50 a(indicating how much fuel is stored in the vehicle's fuel tanks beforerefueling), fuel injectors sensors 50 b (configured to determine howmuch fuel has passed through the engine fuel injectors, indicating howmuch fuel has been consumed by the vehicle), an engine hour meter 50 c(configured to determine how many hours the vehicle's engine has beenoperated, which can be used in addition to or in place of the fuelinjector data to determine how much fuel the vehicle has consumed), andan odometer 50 d (configured to determine how many miles or kilometersthe vehicle has traveled, which can be used in addition to or in placeof the fuel injector data (or engine hour data) to determine how muchfuel the vehicle has consumed).

Referring to FIG. 3, it should be noted that in at least someembodiments, camera 64 can detect and IR signal and determine which fromwhich fuel lane the IR signal has been emitted, thus unambiguouslydetermining which fuel lane an enrolled vehicle is at (see FIG. 1C).

Exemplary Computing Device

Steps in the methods disclosed herein can be implemented by a processor(such as a computing device implementing machine instructions toimplement the specific functions noted above) or a custom circuit (suchas an application specific integrated circuit). FIG. 5 schematicallyillustrates an exemplary computing system 250 suitable for use inimplementing certain steps in the methods of FIG. 1A (i.e., forexecuting at least blocks 10, 12, 13, 16, 20, 22, 24, and 26 of FIG.1A). It should be recognized that different ones of the method stepsdisclosed herein can be implemented by different processors (i.e.,implementation of different ones of the method steps can be distributedamong a plurality of different processors, different types ofprocessors, and processors disposed in different locations). Exemplarycomputing system 250 includes a processing unit 254 that is functionallycoupled to an input device 252 and to an output device 262, e.g., adisplay (which can be used to output a result to a user, although such aresult can also be stored for later review or analysis). Processing unit254 comprises, for example, a central processing unit (CPU) 258 thatexecutes machine instructions for carrying out at least some of thevarious method steps disclosed herein, such as establishing, processing,or responding to RF or IR signals, as well as processing and/or storingvideo data. The machine instructions implement functions generallyconsistent with those described above (and can also be used to implementmethod steps in exemplary methods disclosed hereafter). CPUs suitablefor this purpose are available, for example, from Intel Corporation, AMDCorporation, Motorola Corporation, and other sources, as will be wellknown to those of ordinary skill in this art.

Also included in processing unit 254 are a random access memory (RAM)256 and non-volatile memory 260, which can include read only memory(ROM) and may include some form of memory storage, such as a hard drive,optical disk (and drive), etc. These memory devices are bi-directionallycoupled to CPU 258. Such storage devices are well known in the art.Machine instructions and data are temporarily loaded into RAM 256 fromnon-volatile memory 260. Also stored in the non-volatile memory may bean operating system software and other software. While not separatelyshown, it will be understood that a generally conventional power supplywill be included to provide electrical power at voltage and currentlevels appropriate to energize computing system 250.

Input device 252 can be any device or mechanism that facilitates userinput into the operating environment, including, but not limited to, oneor more of a mouse or other pointing device, a keyboard, a microphone, amodem, or other input device. In general, the input device might be usedto initially configure computing system 250, to achieve the desiredprocessing (i.e., to compare subsequently collected actual route datawith optimal route data, or to identify any deviations and/or efficiencyimprovements). Configuration of computing system 250 to achieve thedesired processing includes the steps of loading appropriate processingsoftware into non-volatile memory 260, and launching the processingapplication (e.g., loading the processing software into RAM 256 forexecution by the CPU) so that the processing application is ready foruse. Output device 262 generally includes any device that producesoutput information, but will typically comprise a monitor or displaydesigned for human visual perception of output. Use of a conventionalcomputer keyboard for input device 252 and a computer monitor for outputdevice 262 should be considered as exemplary, rather than as limiting onthe scope of this system. Data link 264 is configured to enable datacollected in connection with operation of a fuel authorization programto be input into computing system 250. Those of ordinary skill in theart will readily recognize that many types of data links can beimplemented, including, but not limited to, universal serial bus (USB)ports, parallel ports, serial ports, inputs configured to couple withportable memory storage devices, FireWire ports, infrared data ports,wireless data communication such as Wi-Fi and Bluetooth™, networkconnections via Ethernet ports, and other connections that employ theInternet. Note that data from the enrolled vehicles will typically becommunicated wirelessly (although it is contemplated that in some cases,data may alternatively be downloaded via a wire connection).

It should be understood that the term “computer” and the term “computingdevice” are intended to encompass networked computers, including serversand client device, coupled in private local or wide area networks, orcommunicating over the Internet or other such network. The data requiredto implement fuel authorization transactions can be stored by oneelement in such a network, retrieved for review by another element inthe network, and analyzed by any of the same or yet another element inthe network. Again, while implementation of the method noted above hasbeen discussed in terms of execution of machine instructions by aprocessor (i.e., the computing device implementing machine instructionsto carry out the specific functions noted above), at least some of themethod steps disclosed herein could also be implemented using a customcircuit (such as an application specific integrated circuit).

Exemplary Telematics Device Including Position Sensing Component (GPS)

FIG. 6 is a functional block diagram of an exemplary telematics deviceadded to an enrolled vehicle to implement some of the method steps ofFIG. 1A (or optional step 13 a of FIG. 1B), particularly providingverification data such a VIN from a non-removable memory in the vehicle,as well as providing additional data such as that defined in FIG. 4.With reference to FIG. 1B, note that such an exemplary telematics devicemay be logically coupled to a vehicle data bus, enabling vehicle systemsto be activated in response to an RF query from a fuel vendor, to enablethe camera at the fuel lane to unambiguously determine which fuel pumpto enable if fuel authorization is approved. Also with reference to FIG.1B, note that such an exemplary telematics device may include or belogically coupled to a display, enabling instructions to be provided tothe driver from the fuel vendor, which when acted can be detected by thecamera at the fuel lane to unambiguously determine which fuel pump toenable if fuel authorization is approved.

An exemplary telematics unit 160 includes a controller 162, a wirelessdata link component 164, a memory 166 in which data and machineinstructions used by controller 162 are stored (again, it will beunderstood that a hardware rather than software-based controller can beimplemented, if desired), a position sensing component 170 (such as aGPS receiver), and a data input component 168 configured to extractvehicle data from the vehicle's data bus and/or the vehicle's onboardcontroller.

Referring to FIG. 6, telematics unit 160 has capabilities exceedingthose required for participating in a fuel authorization program. Theadditional capabilities of telematics unit 160 are particularly usefulto fleet operators. Telematics unit 160 is configured to collectposition data from the vehicle (to enable vehicle owners to track thecurrent location of their vehicles, and where they have been) and tocollect vehicle operational data (including but not limited to enginetemperature, coolant temperature, engine speed, vehicle speed, brakeuse, idle time, and fault codes), and to use the RF component towirelessly convey such data to vehicle owners. These data transmissioncan occur at regular intervals, in response to a request for data, or inreal-time, or be initiated based on parameters related to the vehicle'sspeed and/or change in location. The term “real-time” as used herein isnot intended to imply the data are transmitted instantaneously, sincethe data may instead be collected over a relatively short period of time(e.g., over a period of seconds or minutes), and transmitted to theremote computing device on an ongoing or intermittent basis, as opposedto storing the data at the vehicle for an extended period of time (houror days), and transmitting an extended data set to the remote computingdevice after the data set has been collected. Data collected bytelematics unit 160 can be conveyed to the vehicle owner using RFcomponent 164.

In at least one embodiment, encryption keys or passwords required by thefuel authorization program are stored in memory 166, and are accessedduring one or more of the fuel authorization methods discussed above. Toprevent parties from stealing telematics unit 160 and installing theunit on a non-authorized vehicle and attempting to use the stolentelematics unit to acquire fuel from the fuel authorization program, inat least one exemplary embodiment, the passwords/encryption keysrequired for authorized refueling are changed from time-to-time. Thus,the stolen telematics unit can only be used to access the fuelauthorization program for a limited time. Note that an even more securesystem can be achieved by storing the encryption keys or passwords notin memory 166, but in some other memory that is not easily removed fromthe vehicle, such that moving telematics unit 160 from the enrolledvehicle to a non-authorized vehicle will not enable the non-authorizedvehicle to participate in the fuel authorization program, because therequired passwords/encryption keys are not available in thenon-authorized vehicle. In at least one further embodiment, thetelematics unit is configured to acquire the VIN or other ID numberneeded to participate in the fuel authorization program from a memory inthe vehicle that is not part of the telematics unit. In such anembodiment, if a telematics unit is stolen and installed on a vehiclenot enrolled in the fuel authorization program, when the stolentelematics unit acquires the new vehicle's VIN as part of the fuelauthorization methods discussed above, that vehicle would not be allowedto refuel under the authorization program, because the new vehicle's VINwould not be recognized as corresponding to an enrolled vehicle. In atleast one embodiment, each telematics unit has a unique serial number,and the fuel authorization program can check the vehicle ID number andthe telematics ID number to determine if they are matched in thedatabase before enabling fuel to be acquired under the fuelauthorization program, to prevent stolen telematics units, or telematicsunits moved without authorization, to be used to acquire fuel.

In a similar embodiment, telematics unit 160 is configured to receiveupdated passwords/encryption keys via RF component 164, but suchpasswords/keys are not stored in the telematics unit (or a separatememory in the vehicle) unless the telematics unit acquires a VIN or IDnumber (from a memory on the vehicle that is not part of the telematicsunit) that matches an ID conveyed along with the updated encryptionkey/password. This approach prevents stolen telematics units fromacquiring updated passwords or encryption keys.

Truck Board/Puck

One aspect of the concepts disclosed herein is a truck board device (orpuck, in reference to the shape of an exemplary implementation), i.e., asingle component implementing the functions of the IR data link, the RFdata link, and alignment lights discussed above that can be added to anenrolled vehicle to implement the methods of FIG. 1A or 1B, with thefuel lanes of FIGS. 1C, 1D, and 2. The puck is shown in various views inFIGS. 7-9. In at least some embodiments, the puck is coupled using ahard wire data connection into the exemplary telematics device of FIG. 6(or the J-bus cable of FIG. 15), which in turn is coupled to a vehicledata bus, to enable a VIN to be acquired from the vehicle bus for fuelauthorization programs where the vehicle VIN is part of the credentialsrequired for fuel authorization. It should be understood that the puckcan also be used in fuel authorization programs where the vehicle VIN innot required for fuel authorization, and in fuel authorization programswhere no connection to the vehicle data bus is required.

The puck is intended to be placed on or near a windshield of a vehicle,so that the rear face of the puck is disposed in a facing relationshipwith the windshield, and an IR transmitter on the rear face of the puckcan emit an IR beam outward and upward from the vehicle. A bracket (notshown) can be used to achieve the desired orientation. Such aconfiguration works well where the IR receiver at the fuel lane isdisposed on a pole or canopy generally above the fuel pump. When mountedin such an orientation, the front face of the puck will be visible tothe driver, so that he can see the alignment lights discussed inconnection with FIG. 3, to ensure the vehicle is properly positioned toenable the IR data link to be established.

It should be noted that the concepts disclosed herein also encompassother puck designs (devices that include the IR transmitter and RFcomponents, and firmware for participating in a fuel authorizationprogram) where the IR transmitter in the puck is intended to transmit anIR bean in a different direction (i.e., to the side of the vehicle,toward an IR receiver mounted in a location other than a canopy or on apole).

The following provides a summary of how the puck is used in at least oneexemplary fuel authorization program. Once the vehicle arrives in a fuellane, the camera detects the truck in the fuel lane and an RF componentat the fuel lane sends an interrogation pulse to the vehicle in the fuellane, asking for the vehicle to identify itself and confirm what pump itis next to. The puck (using a microcontroller in the puck) acquires theVIN or other unique vehicle ID from the vehicle data bus (via thetelematics device of FIG. 6 in some embodiments, or via a smart cable (asimplified device without the cell modem or GPS component of FIG. 6, seeFIG. 15 for the smart cable), as generally discussed in greater detailbelow). The puck sends the vehicle ID to the fuel pump (pump board) viathe IR data link (received at the fuel vendor by the camera or adedicated IR receiver). The pump board (a fuel authorization componentat the fuel station that includes a processor and RF data link) thenspecifically queries the vehicle by VIN number, and an encrypted secureRF channel is opened between the pump board and the truck board (thepuck). In at least one embodiment, the pump board is a single componentcombining the IR data link, the RF data link, a controller, and thecamera in a single housing. The pump board is logically coupled to apump controller that authorizes fuel delivery. In at least someembodiments, the pump board is disposed on a pole, and is connected tothe pump controller via a hard wired connection. Note that permutationsto the above fuel authorization paradigm can be supported by the puck.For example, in some fuel authorization embodiments enabled by the puckno VIN is required to be retrieved from a vehicle memory. The puck canstore credentials for the vehicle in a memory component in the puck. Insome embodiments, the puck can be connected to an input device, such asa keypad, and a driver can enter in some credentials, such as a PIN. Inanother fuel authorization program, no IR data link is required, and theIR component can either be omitted or programmed to be inactive if theRF query from the fuel vendor informs the puck that no IR response isrequired.

Note the puck is intended to be mounted using adhesive tape, industrialquality, on the inside of a windshield of a tractor. The bottom surfaceis flat to accommodate such a mounting configuration. In an exemplaryembodiment, the puck includes three primary interfaces; a 2.4 GHz radio,an RS422 communications port and an interface port used to communicatewith a telematics device (such as shown in FIG. 6), and an IRtransmitter. The puck includes firmware and processing power sufficientto implement the functions of (1) requesting CAN-bus data from thetelematics device (such as VIN), (2) interacting with fuel authorizationcomponents at the fuel vendor facility when the truck enters a fuel laneequipped with fuel authorization components. The puck will respond toradio requests that are sent from fuel authorization components at thefuel vendor facility, which can be requests for vehicle data generatedby the telematics device or retrieved from the vehicle data bus by thetelematics device. The puck will also send the truck or vehicle'sVehicle Identification Number (VIN) to the infrared receiver element inthe fuel authorization components at the fuel vendor facility using thepuck's IR transmitter. Additional exemplary details regarding the puckare provided in FIGS. 7-11.

FIG. 7 is a front elevation of an exemplary puck 300 implementing the RFand IR components that can be used in a vehicle enrolled in a fuelauthorization program generally corresponding to the method of FIG. 1.Note that the alignment lights to be seen disclosed in FIG. 4 can beseen in a window 302. A light 304 has a first color, and a light 306 hasa second color. A first light is used to indicate to the driver of thevehicle that an IR data link has been established. The second light isused to indicate to the driver of the vehicle that the IR datatransmission is complete, such that if the vehicle needs to be movedrelative to the fuel dispenser to enable the fuel dispenser to reach thevehicle's fuel tanks, the movement can be implemented withoutinterrupting the IR data transmission.

FIG. 8 is a rear elevation of puck 300, enabling an IR transmitter 308to be seen. An opening can be formed in the housing to enable IRradiation to be emitted from the IR transmitter, or a coversubstantially transparent to IR radiation can be used. As noted above,the rear face is flat so the rear surface can be attached to a flatwindshield using industrial adhesive tape. FIG. 9 is a side elevation ofpuck 300, enabling a hard wire data link port 310 (such as an RS422communications port and an interface port) to be seen. Note that thepower required by puck 300 can be supplied via port 310, by using acable that can provide power and data, as is generally known in the art.

FIG. 10 is a functional block diagram showing some of the basicfunctional components used in puck 300. Such components include lights304 and 306, IR emitter 308, controller 312, RF component 314, andmemory 316. Memory 316 is used to store firmware (i.e., machineinstructions) to control the functions implemented by puck 300 (notingthat the controller could also be implemented as an ASIC, which may notrequire memory to control its functionality). In some embodiments memory316 can also store credentials required in a fuel authorization program,although in at least some embodiments the puck is required byprogramming to obtain the credentials through a data port 310 (as shownin FIG. 9, but omitted from FIG. 10 for simplicity).

In at least one embodiment, controller 312 implements the function ofenergizing the IR transmitter upon receiving an RF query from a fuelvendor.

In at least one embodiment, controller 312 implements the function ofenergizing light 304 when an IR data link is established between the IRemitter in the puck and an IR receiver at the fuel lane.

In at least one embodiment, controller 312 implements the function ofenergizing light 306 when the transmission of data (such as credentials,which in some embodiments is a VIN from the vehicle) over the IR datalink is completed, and the vehicle can be slightly repositioned toaccommodate fueling.

In at least one embodiment, controller 312 implements the function ofretrieving fuel authorization credentials from memory 316 upon receivingan RF query from a signal from a fuel vendor, and conveying thosecredentials over the IR data link.

In at least one embodiment, controller 312 implements the function ofretrieving fuel authorization credentials from some memory component atthe vehicle that is not part of puck 300, via data port 310, uponreceiving an RF query from a signal from a fuel vendor, and conveyingthose credentials over the IR data link.

In at least one embodiment, controller 312 implements the function ofusing RF component 314 to determine if a reefer tag is present, uponreceiving an RF query from a signal from a fuel vendor.

In at least one embodiment, controller 312 implements the function ofrequesting reefer tag data (discussed in greater detail below) using RFcomponent 314 to determine if a reefer tag is present.

In at least one embodiment, controller 312 implements the function ofusing RF component 314 to communicate with the fuel vendor that thetruck has left the fuel island when the IR data link is terminated (insuch a fuel authorization paradigm, fuel delivery is only enabled whenthe IR data link is active).

In at least one embodiment, controller 312 implements the function of,upon receiving an RF query from a signal from a fuel vendor, using dataport 310 to convey instructions to a vehicle controller to activate avehicle subsystem that can be observed by the camera at the fuel lane,to unambiguously identify which fuel pump to enable if fuelauthorization is approved.

In at least one embodiment, controller 312 implements the function of,upon receiving an RF query from a signal from a fuel vendor, using dataport 310 to convey instructions to a controller to display or audiblypresent to a driver some defined action to perform that can be observedby the camera at the fuel lane, to unambiguously identify which fuelpump to enable if fuel authorization is approved.

FIG. 11 includes a plurality of plan views of a commercialimplementation of the truck board device of FIG. 7.

It should be understood that the puck discussed above could be modifiedto function in other fuel authorization paradigms that also include anIR data link. One such variation involves fuel authorization paradigmthat relies on a smart phone or tablet computing device (collectivelyreferred to as a mobile computing device) in the enrolled vehicle thatincludes a fuel authorization application. The mobile computing devicewill include an RF component, or be logically coupled to an RF component(Wi-Fi being a particularly useful such RF data link). The mobilecomputing device will be logically coupled to a modified version of puck300 that need not include an RF component, via data port 310 (i.e., ahard wire data link between the puck and the mobile computing device).The fuel authorization app on the mobile computing device will belaunched when the mobile computing device receives an RF query from thefuel vendor. The fuel authorization app on the mobile computing devicewill instruct the modified puck to establish the IR connection with thefuel vendor. The fuel authorization app on the mobile computing devicewill provide credentials to the modified puck, which will be sent to thefuel vendor over the IR data link. That enables the fuel vendor tounambiguously determine which fuel lane the vehicle is at (the fuel landreceiving the IR transmission). Additional information, if desired, canthen be exchanged between the vehicle and fuel vendor over the RF/Wei-Finetwork, generally as discussed above. The fuel authorization app on themobile computing device can obtain the fuel authorization credentials inseveral ways. In at least one exemplary embodiment, the fuelauthorization app on the mobile computing device prompts the driver toenter the credentials into the mobile computing device (such as keyingin a PIN or other code). In at least one exemplary embodiment, the fuelauthorization app on the mobile computing device can access thecredentials from a memory in the mobile computing device. In at leastone exemplary embodiment, the fuel authorization app on the mobilecomputing device acquires the credentials (such as a VIN) from a vehicledata bus (this can be achieved using a hardwire data link between themobile computing device and the vehicle data bus, or via the smart cableof FIG. 14). In still another embodiment, the credentials are stored inmodified puck.

Reefer Fuel

A related fuel authorization system employs additional components thatenable fuel to be delivered to fuel tanks for running refrigerationunits on trailers of refrigerated cargo boxes (i.e., “reefers”). Amodified puck is attached to the reefer trailer. The reefer puck (orreefer tag; see FIGS. 11 and 12) includes a rugged housing enclosing amicrocontroller and an RF component. A physical data link couples theReefer Puck to the reefer trailer, so the Reefer Puck can determine ifthe trailer is coupled to a tractor, and if the reefer cooler motor isengaged (in at least one embodiment oil pressure is used to determine ifthe cooler motor is on or off). The microcontroller in Reefer Pucktracks engine hours for the cooler motor, and conveys the engine hoursover an RF data link from the Reefer puck to the truck puck (i.e., puck300) discussed above. In at least one embodiment, the fuel vendoranalyzes the cooler motor hours to determine if, or how much, reeferfuel should be dispensed, based on a historical record of past hours andfuel consumed. The fuel vendor can track reefer fuel separately fromtractor fuel, as reefer fuel is not subject to the same fuel taxes.

FIG. 12 is a front elevation of an exemplary device 320 (also referredto herein as a reefer tag 320) that can be used in connection with thetruck board device of FIG. 7 to either authorize fuel delivery to arefrigerated trailer pulled by a vehicle enrolled in a fuelauthorization program generally corresponding to the method of FIG. 1,and/or to facilitate automated collected of fuel use data from arefrigerated trailer.

Reefer tag 320 includes a data cable 322 (which also is used to provideelectrical power to reefer tag 320, generally as discussed above) and adata connector 324 enabling reefer tag 320 to be connected with arefrigerated trailer pulled by a vehicle enrolled in a fuelauthorization program (for receiving data and power). Reefer tag 320includes lights 330 and 332 (preferably different colors) that areactive during operation. In an exemplary embodiment, the lights arecovered by a light pipe, and the lights are LED indicators. A red LED isfor power indication and a green LED is for an active radio link(blinking, in at least one embodiment). Note the Reefer Puck or Reefertag is enclosed in a ruggedized housing for industrial environments.

FIG. 13 is a functional block diagram showing some of the basicfunctional components used in the reefer tag 320. Such componentsinclude lights 330 and 332, data cable 322 controller 324, RF component328, and memory 326. Memory 326 is used to store firmware (i.e., machineinstructions) to control the functions implemented by reefer tag 320(noting that the controller could also be implemented as an ASIC, whichmay not require memory to control its functionality). Memory 326 alsoincludes a unique identifier for each reefer tag 320, so that individualrefrigerated trailers can be identified during fuel authorization.

In at least one embodiment, controller 324 implements the function ofusing cable 322 to determine if the trailer that reefer tag 320 isattached to is coupled to a tractor unit upon receiving an RF query fromeither a puck 300 or a fuel vendor. If the trailer that reefer tag 320is attached is not coupled to a tractor, it is unlikely the trailerrequires fuel. More than likely, the trailer is parked near a fuelvendor, and the RF query can be ignored.

In at least one embodiment, controller 324 implements the function ofretrieving a unique ID from memory 326 and conveying that ID over an RFdata link in response to receiving an RF query from a fuel vendor or apuck 300.

In at least one embodiment, controller 324 implements the function ofusing cable 322 to determine if the compressor in the refrigerated unitin the trailer that reefer tag 320 is attached to on, such thatcumulative run time can be stored in memory 326.

In at least one embodiment, controller 324 implements the function ofusing cable 322 to acquire engine hour data from a compressor in therefrigerated unit in the trailer that reefer tag 320 is attached to on,such that cumulative run time can be stored in memory 326.

In at least one embodiment, controller 324 implements the function ofconveying cumulative engine hour data (for the compressor in therefrigerated unit in the trailer that reefer tag 320 is attached to)over the RF data link, in response to receiving an RF query from a fuelvendor or a puck 300.

In at least one embodiment, controller 324 implements the function ofenergizing light 330 when reefer tag 320 has established an RF data linkis active.

In at least one embodiment, controller 324 implements the function ofenergizing light 332 when reefer tag 320 is receiving power from therefrigerated trailer it is installed upon.

In at least one embodiment, controller 324 implements the function ofperiodically sending cumulative engine hour data (for the compressor inthe refrigerated unit in the trailer that reefer tag 320 is attached to)over the RF data link, whenever an RF data link between the reefer tagand a puck is available.

Functional Characteristics for the Reefer Tag:

The refrigerated trailer (RT) system is designed as an extension to thefuel authorization method of FIG. 1 (and related methods) and will allowrelated fuel authorization systems to 1) identify when a truck with anenrolled vehicle including a puck 300 and reefer tag 320 has pulled intoa fuel lane equipped to support the fuel authorization method, 2)provide a unique identifier for a trailer equipped with reefer tag 320,and 3) indicate if the truck is positioned to pump truck fuel or reefertrailer fuel.

Power is provided to reefer tag 320 from the reefer system 12V battery.The reefer tag is designed to draw minimal power from the reefer andwill shut itself down when the truck is stopped and the reefer is notrunning.

In at least one exemplary embodiment, reefer tag 320 and cable 322employ an RS-232 interface, will be available for future enhancements tointegrate with existing reefer telematics systems.

In at least one exemplary embodiment, reefer tag 320 includes engine rundetection functionality, so the reefer tag can track engine hours in thereefer chiller unit. Engine hours can then be used to calculate fuelconsumed, and fuel required to fill a tank of known size. Note thatreefer chiller units generally operate at predictable efficiency levels,making it possible to reasonably accurately determine how empty a fueltank is, based on starting with a full tank and knowing how many hoursthe chiller ran.

In exemplary embodiment, reefer tag 320 is waterproof and dustproof, andis IP67 rated. Each reefer tag 320 will have a unique serial number thatwill be visible when installed. This serial number will be used over theair to identify the device.

When the device is powered up it will automatically query for a truckradio (i.e., a puck 300) to pair with over the radio interface (RF datalink). A signal strength protocol can be used to deal with multipletrucks trying to pair with the reefer tag. Once paired the reefer tagwill transmit its serial number to the corresponding puck 300. Aheartbeat message will be sent between the reefer tag and the truckradio to ensure the two stay paired.

The reefer tag will monitor the engine run detector to determine if theengine is running. While the engine is running it will count the numberof minutes the engine runs. That number will be transmitted with theserial number in each heartbeat message. When the reefer tag is powereddown the engine run counter will be stored in non-volatile memory andwill be read at power-up.

If the reefer tag is configured to utilize the RS-232 interface then thereefer tag will either simply read a string from the serial port using aconfigured field separator or it will periodically query the serial portand parse the results. The data read from the RS-232 port may include aserial number, engine run hours, or fuel level. This data will beincluded in the heartbeat message to the truck radio.

Once paired the reefer tag will: Update the engine run time periodically(minimum of 15 minutes) if it is configured to collect engine run timethrough the sensor. Collect data over the RS-232 interface periodically(minimum of 15 minutes) if configured to do so. Transmit the mostcurrent data (engine run hours, serial number, fuel level, etc.) to thetruck radio (i.e., puck 300) via the heartbeat message.

In an exemplary embodiment, the combination of reefer tag 320 and puck300 will be used with the exemplary telematics device of FIG. 6. Thetelematics device will be programmed to generate a log message everytime it pairs with a reefer tag and every time it drops a connectionwith a reefer tag, except for power off and power on events notassociated with the trailer being disconnected from the tractor unit.

Smart Cable

As discussed above FIG. 6 discloses an exemplary telematics boxincluding a GPS component and a cell modem. That unit is relativelyexpensive, and some fleet operators may not want to purchase such aunit, but still may want to participate in a fuel authorization program.Note that one aspect of some of the fuel authorization methods disclosedabove was requiring some component to obtain a vehicle ID (such as aVIN) from a vehicle data base or vehicle controller that could not bereadily moved from the vehicle, to reduce the chance that a fuelauthorization component would be moved from one vehicle to another todefeat the system. To provide a lower cost option, the ZTOOTH™ smartcable (or smart cable, or J-bus cable) was developed. The smart cableincludes a controller configured to enable the smart cable to pullinformation (such as the VIN or unique vehicle ID) from a vehicle databus or controller.

FIG. 14 is a rear elevation of an exemplary smart cable 336 that can beused to acquire vehicle data from a vehicle data bus, and convey thatdata to a mobile computing device, which in at least some embodiments isemployed in a fuel authorization program. Smart cable 336 includes arugged housing 335, mounting lugs 332, a data cable 344 a and data plug334 b (to enable the smart cable to be plugged into a vehicle data bus),and one or more of a wireless data link element 334 b (such as Wi-Fi,Bluetooth, or RF), and a data port 334 a (to enable the smart cable tobe plugged into a computing device to receive data from the vehicle databus, noting that such a computing device can include smart phones,tablets, telematics devices including a processor such as shown in FIG.6, or the puck of FIG. 7). Some embodiments include both elements 334 aand 334 b, while other embodiments include only one or the other. Itshould be noted that some versions of smart cable 336 will havedifferent plugs 344 b to enable different versions of the smart cable toplug into different ports in different vehicles (such as a deustchconnector or OBD, or OBD-II plug). It should also be noted that someversions of smart cable 336 may not include any plug, as cable 344 awill be custom wired into the vehicle data bus where no data port isavailable.

FIG. 15 is a functional block diagram showing some of the basicfunctional components used in smart cable 336. Smart cable 336 performsthe function of providing a communication link between a vehicle databus and another computing device, such as a mobile computing device(including tablets and smart phones and the telematics device of FIG.6), or the Truck Puck (puck 300) used in a fuel authorization program,generally as discussed above. Smart cable 336 includes a data link 334for talking to a computing device (the device that wants data acquiredfrom a vehicle data bus), a controller 340 that implements the functionof acquiring specific data from a vehicle data bus, and a data link 344to the vehicle data bus. Note that the smart cable, when coupled with anRF component that has established a data link with a fuel vendor, can beused to convey a request from the fuel vendor so that the vehicledisplay or execute some behavior that can be detected by the camera. Insome embodiments the smart cable is able to interact with the vehicledata bus and activate some vehicle subsystem such as a light (see thedescription of block 13 a of FIG. 1B) that can be detected by the cameraat the fuel lane. In some embodiments the smart cable is able tointeract with a display or a speaker in the vehicle to present graphicor audible instructions to the driver to perform some action (see thedescription of block 13 a of FIG. 1B) that can be detected by the cameraat the fuel lane.

It should be understood that the potential uses of smart cable 336extend well beyond the fuel authorization concepts emphasized herein.

In one related embodiment, smart cable 336 is used to enable smart phoneuses to extract vehicle fault code data to their smart phones. In atleast one embodiment, a party selling the smart cable charges a fee foreach use of the smart cable to access data from the vehicle data bus.Besides fault code data, other data include, but are not limited to,throttle position data, fuel use data, and all other data available viathe vehicle data bus/ECU.

In another related embodiment, smart cable 336 is used in connectionwith a fuel authorization system, such as disclosed in commonly ownedpatent titled METHOD AND APPARATUS FOR FUEL ISLAND AUTHORIZATION FOR THETRUCKING INDUSTRY, Ser. No. 12/906,615, the disclosure and drawings ofwhich are hereby specifically incorporated by reference. In such anembodiment, smart cable 336 is used to extract a VIN or ZID that is usedin the fuel authorization process, generally as described in thereference patent.

Smart cable 336 can be paired with puck 300 of FIG. 7, to implement allthe truck side components required for the fuel authorization method ofFIG. 1. Significantly, if the telematics unit of FIG. 6 is used insteadof smart cable 336 to implement the fuel authorization method of FIG. 1,then the fleet operator will receive GPS data and fuel authorizationfunctionality from the same hardware. Smart cable 336 when paired withpuck 300 will be limited to enable fuel purchase only (and whateverother data can be extracted from the vehicle data bus, such as faultcodes), not collection of GPS data.

Each smart cable 336 is serialized (preferably a serial number that isprinted on the exterior of the device) and is used to uniquely identifythe smart cable. This serial number will be transmitted to the fuelvendor over the RF data link provided by puck 300, when the smart cableis logically coupled to the puck. Each smart cable 336 shall dynamicallyobtain the VIN from the truck data bus and provide the VIN to the puck,which will convey the VIN to the fuel vendor, generally as describedabove.

Smart Cable Functionality in Fuel Authorization:

The smart cable will support automated, remote fuel transactionauthorization, generally consistent with the fuel authorization conceptsdisclosed herein. Referring to FIG. 1, the smart cable will be used toobtain a VIN required for the verification data component of block 18.Referring to FIG. 3, the controller portion of both the smart cable andpuck of FIG. 7 will implement functions of vehicle controller 42. Thesmart cable will: (1) Interface with the J1939 interface on a truck andbe able to acquire a VIN and other data (fault codes, engine hours, etc.from the vehicle data bus). (2) Interact with the truck board (aka puck)of FIG. 7 (which implements the IR and RF data link elements of the fuelauthorization systems disclosed herein). This means that the smart cablewill converse with the fuel vendor over the RF data link in the puck sothat a truck enrolled in the fuel authorization method of FIG. 1 will beable to identify itself to the fuel vendor, and ultimately authorize atransaction. (3) Support the reefer tag of FIG. 12. (4) Be equipped witha Bluetooth interface (or other wireless data link) so the smart cablecan be paired with another device (smart phone, tablet, etc.) overBluetooth. (5) Should only require a “one-time” configuration that ismanaged from the paired device. It should be recognized that the smartcable will include some amount of on-board memory. It is possible thatsome data, such as related to an intermittent fault code, could bestored in the on-board memory to be added to the data offloaded duringrefueling above. In general, the smart cable is intended to act as adata link between a vehicle data bus and a computing device (such as asmart phone, tablet, or the puck of FIG. 7) rather than device intendedto store relatively large amounts of data.

Exemplary Tablet for Presenting Fuel Authorization Instructions toDriver

FIG. 16 is a functional block diagram of an exemplary mobile computingdevice 100 for fleet telematics including a display 106 and a controller102 configured to present at least one telematics application to a user,and to present instructions from a fuel vendor during a fueltransactions, where those instructions cause the driver to perform someaction that can be observed by the camera at the fuel lane, to enablethe fuel authorization system to unambiguously identify which pumpshould be enabled if the fuel transaction is approved. Note that in someembodiments the tablets may be logically connected to a vehicle databus, and the tablet can be used to selectively activate some vehiclesystem to perform some action that can be observed by the camera at thefuel lane, to enable the fuel authorization system to unambiguouslyidentify which pump should be enabled if the fuel transaction isapproved. A non-transitory physical memory 104 is included, upon whichmachine instructions define one or more applications are stored. Notethat in embodiments including device 100 the instructions from the fuelvendor can be stored in memory 104 and referred to by an identifier fromthe fuel vendor, or the instructions from the fuel vendor can beconveyed during each fuel transaction over the RF data link between thefuel vendor and the vehicle. Device 100 includes an optional RFID reader108 (or other sensor) that enables drivers to log into the tablet, sothat authorized fuel transactions are tracked to specific drivers Inexemplary but not limiting embodiment, the device includes at least onedata input 110 that can be used to logically couple the device to avehicle data bus or some other device (such as telematics device 160 ofFIG. 5).

Device 100 may include additional components, including but not limitingto a GSM component, a Wi-Fi component, a USB component, a rechargeablebattery, and in at least one embodiment a GPS component (in which casethe GPS/telematics device of FIG. 6 is not required).

Significantly, the display (or speakers) of device 100 can be used toprovide the instructions conveyed by the fuel vendor during a fuelauthorization request to the driver, in addition to, or instead of thedisplay. Controller 102 can be employed in some embodiments to implementone of more of the vehicle side steps of FIGS. 1A and 1B.

FIG. 17 is a functional block diagram of device 100 implementing anavigation app that is presented to the driver during vehicle operationon display 106. Significantly, an info pane 112 is not consumed by themap portion, and remains visible to the driver. Any instructionsconveyed by the fuel vendor during a fuel authorization request to thedriver can be visually presented to the driver on info pane 112.

In one preferred embodiment, each driver is provided with an RFID tag,which can be scanned into device 100, or a secret PIN to identify him orherself to the tablet. As compliance with zone based driver behaviorrules may be important to a driver's career development, it is importantto have a system for unerringly identifying the driver credited with anynon-compliant behavior. Other applications, such as the driver logapplication and inspection application, will similarly employ verifiablecredentials. In at least one embodiment, the tablet cannot be usedwithout first logging onto the tablet using verifiable credentials.

Accessory Display for Presenting Fuel Authorization Instructions toDrivers

Another aspect of the concepts disclosed herein is an accessory displaythat can be used in connection with a telematics device that itselfmight not include a display, such as the GPS based device of FIG. 6 orthe fuel authorization puck of FIG. 7, to provide a display upon whichinstructions conveyed by the fuel vendor during a fuel authorizationrequest can be presented to the driver, so that the driver performs someaction that can be observed by the camera at the fuel lane, tounambiguously identify which fuel pump should be enabled ifauthorization is approved.

FIG. 18 schematically illustrates an accessory display 115 that can beused along with a processor in the vehicle to visually present some fuelauthorization instructions to the driver, so that the driver performssome action that can be observed by the camera at the fuel lane, tounambiguously identify which fuel pump should be enabled ifauthorization is approved, in accord with the concepts disclosed herein,where the accessory display can also be used to uniquely log in drivers,so any fuel authorizations are tracked to a specific driver. Theaccessory display does not possess significant processing power, and isused in connection with some other device at the vehicle that providesthe required processing in order to what instructions to present to thedriver during a fuel authorization request. A data port on the backenables the accessory device to be logically coupled to the device (suchas the devices of FIGS. 6 and 7) providing the processing. The accessorydevice does not need to include a wireless data link when used inconnection with other devices having such functionality. The accessorydisplay provides two basic functions (possibly three if equipped withaudio). First, the accessory display provides instruction to the driver,so that the driver performs some action that can be observed by thecamera at the fuel lane, to unambiguously identify which fuel pumpshould be enabled if authorization is approved. Second, the accessorydisplay enables drivers to uniquely identify themselves using RFID cards(i.e., the accessory display includes an RFID card reader). If desired,the accessory display can include a speaker to provide audibleinstructions as well. Also if desired, the RFID component can beeliminated, however, it is desirable to provide some other mechanism toenable drivers to uniquely log into to the fuel authorization system(perhaps using a keyboard, biometric device, or other input device inthe vehicle.)

Note than an icon of a hand holding a card is shown on the front of theaccessory display. The icon provides the driver a visual reference ofwhere the RFID driver card needs to be relative to the accessory displayin order to be read. In some embodiments, the driver's RFID card isrequired to be scanned as part of each fuel authorization request. Insome embodiments, a fuel transaction specific RFID card is required tobe scanned as part of each fuel authorization request.

Non-Transitory Memory Medium

Many of the concepts disclosed herein are implemented using a processorthat executes a sequence of logical steps using machine instructionsstored on a physical or non-transitory memory medium. It should beunderstood that where the specification and claims of this documentrefer to a memory medium, that reference is intended to be directed to anon-transitory memory medium. Such sequences can also be implemented byphysical logical electrical circuits specifically configured toimplement those logical steps (such circuits encompass applicationspecific integrated circuits).

Although the concepts disclosed herein have been described in connectionwith the preferred form of practicing them and modifications thereto,those of ordinary skill in the art will understand that many othermodifications can be made thereto within the scope of the claims thatfollow. Accordingly, it is not intended that the scope of these conceptsin any way be limited by the above description, but instead bedetermined entirely by reference to the claims that follow.

The invention in which an exclusive right is claimed is defined by thefollowing:
 1. A method for enabling automated access of a vehicle to alocked, gated facility, the method comprising the steps of: (a)automatically detecting the presence of a vehicle at a gate using avideo camera; (b) automatically using a radio frequency (RF) componentto transmit an RF query from a gate controller to the vehicle inresponse to detecting the presence of the vehicle, and automaticallyincluding a request for a defined action, in the RF query; (c) inresponse to receiving the RF query at the vehicle, performing therequested defined action at the vehicle that can be observed by thevideo camera, thereby unambiguously identifying the vehicle respondingto the RF query; (d) subsequent and contemporaneously to using an RFcomponent to transmit an RF query, automatically analyzing an image fromthe video camera to determine if the action is observed at the gate,thereby unambiguously identifying that the vehicle responding to the RFquery is the vehicle at the gate, and not a different vehicle; (e) inresponse to receiving the RF query at the vehicle, automaticallyconveying gate authorization credentials from the vehicle to the gatecontroller over an RF data link to verify that the vehicle is enrolledin the gate entry authorization program; and (f) in response toreceiving the gate authorization credentials from the vehicle at thegated facility and a determination that the requested defined action wasdetected, automatically determining if the vehicle is authorized toenter the gate; and if so (g) automatically unlocking the gate, so itmay be opened to permit vehicle entry.
 2. The method of claim 1, whereinthe step of automatically including the request for the defined actioncomprises the step of defining that the vehicle flash its lights.
 3. Themethod of claim 1, wherein the step of automatically including therequest for the defined action comprises the step of defining that thevehicle activate it hazard lights.
 4. The method of claim 1, wherein thestep of automatically including the request for the defined actioncomprises the step of defining that the vehicle activate its turnsignals.
 5. The method of claim 1, wherein the step of automaticallyincluding the request for the defined action comprises the step ofdefining that a driver of the vehicle open and close a driver door aspecific number of times.
 6. The method of claim 1, wherein the step ofautomatically including the request for the defined action comprises thestep of defining that a driver of the vehicle exit the vehicle and standin front of the vehicle for a predetermined time.
 7. The method of claim1, wherein the step of automatically including the request for thedefined action comprises the step of defining that a driver of thevehicle moves the vehicle backward and forward in a predefined pattern.8. The method of claim 1, wherein said gate is also automaticallyopened, when it is unlocked.
 9. The method of claim 1, wherein saidlocked, gated facility is a gated fueling facility.
 10. A module to beinstalled at a gated facility to enable the gated facility toparticipate in an automated gated facility entrance permission program,the module comprising: (a) a housing; (b) a video camera to detect avehicle at a gate of the gated facility; (c) a radio frequency (RF)transmitter for establishing an RF data link between the gated facilityand the vehicle disposed in the lane; and (d) a controller forimplementing the following functions: (i) in response to detecting thevehicle using the video camera, automatically establishing an RFcommunication link with the vehicle to verify that the vehicle isenrolled in an automated gate entry program, and automatically includinga request defining an action at the vehicle that can be observed by thevideo camera; and (ii) analyzing images data from the video camera todetermine if the defined action has been observed at the vehicle; (iii)verifying that the vehicle is enrolled in the automated gate entryprogram, and in response to verification, and a determination that thedefined action has been observed at the vehicle, unlocking the gate, sothat the vehicle may enter.
 11. The module of claim 10, wherein thecontroller implements the function of automatically defining that thevehicle flash its lights.
 12. The module of claim 10, wherein thecontroller implements the function of automatically defining that thevehicle activate it hazard lights.
 13. The module of claim 10, whereinthe controller implements the function of automatically defining thatthe vehicle activate its turn signals.
 14. The module of claim 10,wherein the controller implements the function of automatically definingthat a driver of the vehicle open and close a driver door a specificnumber of times.
 15. The module of claim 10, wherein the controllerimplements the function of automatically defining that a driver of thevehicle exit the vehicle and stand in front of the vehicle for apredetermined time.
 16. The module of claim 10, wherein the controllerimplements the function of automatically defining that a driver of thevehicle moves the vehicle backward and forward in a predefined pattern.